Internal combustion engine equipped with a torque controller

Description

[0001] This invention relates to an internal combustion engine equipped with a torque controller.

[0002] In the field of internal combustion engine, there has been known that the varying cylinder interior pressure due to compression of intake mixture and expansion of combustion gas and the varying connecting rod angle with the crankshaft cause a variation in "gas torque", and the varying rotational inertia force causes a variation in the inertia torque. Such torque variations propagated to various devices driven by the engine create torsional vibrations on these devices, resulting in a degraded performance or a damage to the devices, and therefore the torque variation of the engine must be reduced sufficiently. The torque variation has a reaction which is propagated through the cylinder block to the engine supporting member, which then vibrates to create an increased noise, and therefore such a reactional vibration must also be reduced.

[0003] There has been a proposal for coping with this problem, as described in JP-A-58-185937 in which a counter torque is produced on the crankshaft synchronously at an increase in the torque variation derived from the internal combustion engine. A similar proposal, involving a counter torque (reversal torque) is disclosed in JP-A-58-185940 (Patents Abstracts of Japan, Vol 8, No 28 (M-274)(1465).

[0004] However, the conventional technique has encountered the following difficulty in producing a counter load torque in close synchronism with the varying torque produced by the internal combustion engine. Namely, an extremely high-speed operation is required for a series of processes for detecting a quick varying torque, calculating the value of the counter load torque which cancels the detected torque variation and causing the load torque to vary by some means, and it has been difficult for the existing control technique to implement the above-mentioned tight operation.

[0005] JP-A-59-158331 (Patents Abstracts of Japan, Vol 9, No 7 (M-350)(1730)) discloses an arrangement in which a crank angle signal is obtained from a crank angle sensor sensing the angle of the crankshaft of an engine. Torque is then controlled on the basis of that crank angle signal. This document corresponds to the pre-characterising part of claim 1.

[0006] The present invention seeks to provide an internal combustion engine equipped with a load torque controller which may substantially prevent the occurrence of vibration caused by the torque variation of the internal combustion engine.

[0007] In order to achieve the above objective, the inventive internal combustion engine has a main power transmission system and an auxiliary machinery drive transmission system which absorbs a load torque, said engine being equipped with a load torque controller, wherein the controller is arranged to operate so that a differential torque, which is the difference between an instantaneous torque produced by said engine and an average torque obtained from at least one previous engine cycle, is determined to provide differential torque information as a rotational speed variation in each engine cycle, said differential torque information being obtained as the difference (△Vx) between an instantaneous rotational speed (Vx) at each crank angle and an average rotational speed (Vx) over said at least one previous engine cycle, and said load torque is controlled to render said differential torque to zero.

[0008] As an example of the torque variation curve of internal combustion engines, Fig. 12 of the accompanying drawings shows the gas torque variation of one cylinder of a Diesel engine. The 4 stroke cycle engine operates in the four strokes of suction, compression, expansion and exhaust in 720° (two revolutions) in terms of the crank angle (from now on we term this cycle an "engine cycle"), and there arises an extremely great torque variation in expansion stroke especially immediately after ignition due to the combustion gas pressure. For a 4-cylinder engine, the same gas torque variation occurring four times in one engine cycle 180° of crankshaft apart each other. Therefore, the resultant gas torque has a fundamental period of 180° in crankshaft angle. This is added by the inertia torque variation caused by the variation in the rotational inertia force to form a varying torque produced by an actual engine.

[0009] The output torque of the internal combustion engine varies sharply and in a complicated manner depending on the crank angle, and therefore it is difficult to vary the absorptive load torque for the auxiliary machinery in response to the varying engine torque on a real-time basis. Seen from another viewpoint, when the engine runs at a constant speed, the difference between the varying torque and the load torque absorbed by the auxiliary machinary and the like (i.e., differential torque) is reflected by the rotational speed variation on the crankshaft. Namely, an increasing torque causes the rotational speed to rise, while a decreasing torque causes the speed to fall. Accordingly, by sensing the crankshaft speed variation by some means and controlling the load torque so that the speed variation diminishes, the differential torque is virtually eliminated and consequently the vibratory noise created by the engine supporting members caused by the reaction of torsional vibration induced by the engine torque variation will be resolved. This idea is embodied in the following manner.

[0010] In an internal combustion engine having a main power transmission system and an auxiliary machinary drive transmission system, the rotational speed variation on the crankshaft caused by the engine torque variation is detected, the load torque to be absorbed by the auxiliary machinary for nullifying the speed variation is calculated for each crank angle, and the load torque control is implemented on the basis of the calculated control value after one engine cycle (two crankshaft revolutions for a 4-cycle engine). In case the auxiliary machinary is an electric power generator (a.c. generator), the absorptive load torque can be controlled by changing the generator output current (load current). Since the change in the torque variation of the internal combustion engine is periodical, the dominant components of torque variation can be suppressed through the load control in which speed variations in a past few engine cycles are held and averaged for each crank angle, and more reliable control is accomplished. For multi-cylinder engines, e.g., a 4-cycle, 4-cylinder engine, if the combustion process is analogous torque variation will be identical among all cylinders, their torque variation patterns will coincide with a 180° phase difference of a crank shaft, and it becomes possible to use the overlapping patterns as a periodic variation data for the control in the next period.

[0011] In the drawings:

Fig. 1 is a schematic diagram showing the internal combustion engine and its load torque control circuit embodying the present invention;

Fig. 2 is a waveform diagram showing the speed signal produced by the crank angle sensor;

Fig. 3 is a graph showing the engine speed variation evaluated from the signal shown in Fig. 2;

Fig. 4 is a schematic diagram of the load torque control system;

Fig. 5 is a schematic diagram of the load torque control unit in Fig. 4;

Fig. 6 is a waveform diagram showing the chopper signal used for the load current control;

Fig. 7 is a flowchart showing the control operation of the torque control system;

Fig. 8 is a block diagram of the digital filter employed when averaged speed data is used;

Fig. 9 is a schematic diagram showing the second embodiment of this invention;

Fig. 10 is a schematic diagram showing the third embodiment of this invention;

Fig. 11 is a schematic diagram showing the fourth embodiment of this invention; and

Fig. 12 is a graph showing an example of gas torque variation in an internal combustion engine.

[0012] Fig. 1 shows a first embodiment of this invention, in which an internal combustion engine 1 includes an engine unit 2, a distributor 3 incorporating a crank angle sensor, and an a.c. generator (ACG) 5 which is an auxiliary machinary fixed on the engine unit 2 and is driven by the engine unit 2 through an V-shaped belt and crank pulleys 4. The crank angle sensor serves as a means for detecting the varying torque of the engine 1 by detecting the speed variation of the engine 1, and its output pulses are received by a microcomputer 6 which calculates the instantaneous engine speed variation and evaluates the load current of the generator 5 for minimizing the speed variation. After each engine cycle, the microcomputer 6 issues a command to a load torque control unit 7 which adjusts the load current of the generator 5 in response to the command. These components in combination constitute an engine load torque control system.

[0013] Fig. 2 shows the pulse signal produced by the crank angle sensor. The sensor output signal has its pulse width varied as shown by the fluctuation of the rotational speed of the crankshaft. The microcomputer 6 operates on its timer 6a to measure the pulse width of the varying sensor output signal, calculates the instantaneous rotational speed by reciprocating the pulse width, and calculates the average engine speed for the period of engine cycle by counting sensor output pulses using a counter incorporated in the timer 6a. The difference between the instantaneous speed and average speed is calculated to evaluate the instantaneous speed variation. (See Fig. 3.)

[0014] Fig. 4 shows a specific arrangement of the control circuit, the figure being intended to explain in more detail the qualities of the first embodiment. The a.c. generator (ACG) 5 consists of a stator winding 5a which produces a.c. power (3-phase output in this embodiment), a rotor winding 5b which supplies a magnetic field, a rectifier 5c made up of a diode bridge for rectifying the a.c. power to d.c. power, and an automatic voltage regulator (AVR) 5d which controls the d.c. output to a constant voltage. Rotation of the ACG rotor causes the rotor winding 5b to produce a rotational magnetic field, and a current induced on the stator winding 5a is fed through the rectifier 5c and supplied to the electric load 8 including an ignition coil and lamps etc. and to a battery 9. If the load is constant, the torque variation of the engine 1 is reflected by the crankshaft speed variation, which is detected by the crank angle sensor 10. The frequency of sensor output pulses is reduced to meet the minimum requirement for control by a frequency divider 11, and the pulses are fed to the microcomputer 6. The microcomputer 6 produces a command signal in the manner mentioned previously, and it is fed through a D/A converter 12 to the load torque control unit 7. The load torque control unit 7 has a driver 16, which turns on or off a MOS switch 13 connected in parallel to the load 8 and battery 9. A turn-on MOS switch 13 provides a by-pass of the load, resulting in an increased current flowing in the power circuit. Accordingly, by operating the driver 16 in pulse width modulation (PWM) mode or the like so as to change the duty cycle of the MOS switch 13, the load current of the generator can be controlled. Namely, the MOS switch 13 is given a duty cycle with a longer on-period so as to increase the load current and thus to increase the load torque in response to an increase in the engine speed, while a duty cycle with a shorter on-period is given so as to decrease the load current and thus to decrease the load torque, thereby counteracting the engine speed variation.

[0015] Fig. 5 shows in detail the load torque control unit 7 and its periphery. A resistor 17 having a small resistance Rs is inserted in the power circuit so that the load current iL is detected as a voltage drop across the resistor 17. An amplifier 14 processes the voltage drop signal to produce a current signal ViL, and it is given to an automatic current regulator (ACR) 15. The ACR 15 forms a feedback loop for the entire power circuit so that the detected current value ViL is made equal to the current command value ViS issued by the microcomputer 6. A chopper circuit 18 receives the output of the ACR and the output of a triangular wave generator 19 to operate the MOS switch 13 in PWM mode so that the load current iL is equal to the command of the microcomputer 6. (See Fig. 6.)

[0016] Fig. 7 shows in flowchart the operation of the foregoing control circuit. In the initial step 110, the microcomputer 6 receives a k-th pulse at a certain crank angle out of N pulses per engine cycle, measures the pulse interval tx(k) from the k-1 th pulse, calculates the rotational speed Vx(k) from the tx(k) at this crank angle, and calculates the average speed Vx in the past engine cycle by counting the k-N th to k-1 th pulses. A differential speed ΔVx(k)=Vx(k)-Vx is calculated in step 120.

[0017] The subsequent step 130 tests the polarity of the differential speed ΔVx(k), and if ΔVx(k) < 0, i.e., the instantaneous speed Vx(k) is lower than the average speed Vx, the following step 132 issues a load current command i_S(k)=i_L(k)-Δi_L(k) so as to reduce the load current i_L(k); if ΔVx(k) > 0 , i.e., the instantaneous speed Vx(k) is higher than the average speed Vx, the following step 134 issues a load current command i_S(k)=i_L(k)+Δi_L(k) so as to increase the load current; and if the instantaneous speed Vx(k) is equal to the average speed Vx, the load current is kept unchanged.

[0018] In the next step 140, the load current command i_S at the k-th crank angle is memorized, the pulse count is incremented to k+1 in step 150, and the sequence returns to the beginning.

[0019] At every k-th step in all engine cycles, the previously memorized load current command at the respective k-th crank angle is fed to the driver 16 to control the duty cycle of the MOS switch 13, and the ACG load current is controlled. This procedure is shown in step 160.

[0020] Fig. 8 shows the determination of the control value from speed variation information which is in this case based on speed data collected in a past few engine cycles and averaged. The weighted moving average for a differential speed Δvx(k) at a crank angle k is calculated for a past few engine cycles as follows.


The above averaging process is accomplished using a linear non-cyclic digital filter as shown in Fig. 8. The filter receiving input data ΔVx(k) consists of multipliers 50, 1-cycle delay elements 51 and an adder 52. With weighting factors ai being set as: a1=a2= ... =an=1/N, the equation (1) provides a simple mean value.

[0021] Since the speed variation of the crankshaft is periodical, the above averaging process minimizes the tendency of control instability even at the occurrence of an incident varying component and ensures the control of the dominant components of torque variation, whereby reliable control is achieved.

[0022] Fig. 9 shows a second embodiment of this invention. This embodiment is intended to diminish the speed variation of the crankshaft by controlling the field current of the rotor winding, in contrast to the first embodiment of Fig. 4 where the generator load current is controlled. Namely, an increase in the field current results in a rising generator output voltage, and the generator 5 requires an increased drive torque. The microcomputer 6 calculates the necessary load torque from speed variation information of the previous engine cycle provided by the crank angle sensor 10, and the field current of the rotor winding 5b is controlled in accordance with the load current command. A conceivable control scheme is shown in Fig. 9, in which the field current flowing in the rotor winding 5b is detected and controlled by a field current regulator (ACR) 30 so that it is equal to the command of the microcomputer 6, with the output of the ACR 3 being fed through a driver 31 to the base of an emitter-grounded transistor 32 so that it is operated in switching mode. The on-state of the transistor 32 allows a field current to flow through the rotor winding 5b, while the off-state shuts off the field current. By changing the duty cycle of the transistor operation, the generator field current is controlled. A diode 33 is used as a feedback diode to feed a current caused by an excessive voltage back to the power source, and a diode 34 is to protect the electric load 8 from the fluctuation of the generator output voltage caused by the field current control.

[0023] Fig. 10 shows a third embodiment of this invention, in which the internal combustion engine 1 is provided as a varying torque sensing means with a pair of acceleration pickups 20 and 21 which detect the vertical vibration of the engine unit 2 by being mounted at positions in the same distance from the crankshaft on the horizontal line passing through the crankshaft center. The pickups 20 and 21 have their output signals amplified by respective pre-amplifiers 22 and 23, and then the difference of the signals is amplified by a differential amplifier 24. This process cancels the vertical vibration components of the pickup outputs, and extracts a rotational vibration component. The rotational vibration signal is processed by the microcomputer 6, which operates on the a.c. generator 5 in the same manner as of the first embodiment, and the torque variation and vibration of the engine unit 2 is alleviated.

[0024] Fig. 11 shows the fourth embodiment of this invention, in which the internal combustion engine 1 is provided as a varying torque sensing means with at least two piezoelectric load sensors 25 and 26 fitted between the engine mount (not shown) and fixtures 2a of the engine unit 2 and in positions symmetrical with respect to the crankshaft center. The load sensors 25 and 26 have their output signals processed by pre-amplifiers 22 and 23, and only a component proportional to the varying torque is extracted by a differential amplifier 24, as in the case of the third embodiment, and it is used by the microcomputer 6 for controlling the field current of the a.c. generator 5.

[0025] The locations of the acceleration pickups 20 and 21 in the third embodiment and the load sensors 25 and 26 in the fourth embodiment are not confined to symmetrical positions on the crankshaft center line, but their locations can be chosen arbitrarily in unison with the selection of amplification of the pre-amplifiers 22 and 23.

[0026] When the inventive internal combustion engine is applied to the automobile engine, it becomes possible to prevent the instability of maneuvability and lack of ride comfort which are caused by a torsional vibration such as "surge" or "stumble" by which the vehicle speed varies abruptly, and also reduce the interior noise which is caused by the vibration of the whole vehicle derived from the engine through the engine mount.

Claims

1. An internal combustion engine (1) having a main power transmission system and an auxiliary machinery drive transmission system which absorbs a load torque, said engine (1) being equipped with a load torque controller (6,7);
   characterised in that:
   the controller (6,7) is arranged to operate so that a differential torque, which is the difference between an instantaneous torque produced by said engine (1) and an average torque obtained from at least one previous engine cycle, is determined to provide differential torque information as a rotational speed variation in each engine cycle, said differential torque information being obtained as the difference (△ Vx) between an instantaneous rotational speed (Vx) at each crank angle and an average rotational speed (Vx) over said at least one previous engine cycle, and said load torque is controlled to render said differential torque to zero.

2. An internal combustion engine (1) according to claim 1, wherein said average torque is obtained from the information of a plurality of previous engine cycles.

3. An internal combustion engine (1) according to claim 1 or claim 2, wherein when said internal combustion engine (1) is a multiple cylinder engine, the torque variation in one engine cycle is identical among all cylinders and said torque variation of each cylinder occurs at the interval of a constant phase, said interval is regarded as a period of a total torque variation of all cylinders' torque variations, and said load torque controller (6,7) operates to control the load torque of said auxiliary machinery so as to render the differential torque to zero according to the information of said one previous period or the information of a plurality of previous periods.

4. An internal combustion engine (1) according to any one of the preceding claims, wherein said load torque controller (6,7) comprises a rotational speed variation sensor (20,21,25,26) for detecting the rotational speed variation of the crankshaft, an arithmetic operation unit (6b) which calculates a load torque control value for said auxiliary machinery from a crankshaft speed variation imparted by said sensor (20,21,25,26), a memory unit (6c,6d) for storing control value information calculated by said arithmetic operation unit (6b) and a load torque control unit (7) which retrieves the information from said memory unit and controls the load torque absorbed by said auxiliary machinery.

5. An internal combustion engine (1) according to any one of the preceding claims, wherein said auxiliary machinery comprises an electric power generator (5), the load torque being controlled to increase by increasing the output current of said generator or to decrease by decreasing the output current of said generator so as to render zero said differential torque.

6. An internal combustion engine (1) according to claim 4, wherein said rotational speed variation sensor comprises a plurality of acceleration pickup sensors (20,21,25,26) on a horizontal plane including the centre line of the engine crankshaft.

Revendications

1. Moteur à combustion interne (1) possédant un système principal de transmission de puissance ainsi qu'un système auxiliaire de transmission de l'entraînement de machinerie qui absorbe un couple de charge, ledit moteur (1) étant équipé d'un contrôleur de couple de charge (6,7), caractérisé en ce que :
le contrôleur (6,7) est disposé pour fonctionner de sorte qu'un couple différentiel, qui est la différence entre un couple instantané produit par ledit moteur (1) et un couple moyen obtenu d'après au moins l'un des cycles précédents du moteur, est déterminé de manière à obtenir une information de couple différentiel sous la forme d'une variation de vitesse de rotation dans chaque cycle du moteur, ladite information de couple différentiel étant obtenue sous la forme d'une différence (△ Vx) entre une vitesse de rotation instantanée (Vx) de chaque angle de vilebrequin et une vitesse de rotation moyenne (Vx) sur au moins ledit cycle moteur précédent, et ledit couple de charge étant contrôlé de manière à rendre ce différentiel égal à zéro.

2. Moteur à combustion interne (1) selon la revendication 1, dans lequel ledit couple moyen est obtenu d'après l'information d'une pluralité de cycles précédents du moteur.

3. Moteur à combustion interne (1) selon la revendication 1 ou la revendication 2, dans lequel ledit moteur à combustion interne (1) est un moteur à cylindres multiples, la variation de couple durant l'un des cycles du moteur étant identique parmi tous les cylindres et ladite variation de couple de chacun des cylindres survenant avec un intervalle de phase constant, cet intervalle étant considéré comme une période d'une variation totale de couple de la variation de couple de tous les cylindres, et ledit contrôleur de couple de charge (6,7) fonctionnant de manière à commander le couple de charge de la machinerie auxiliaire afin de rendre le couple différentiel égal à zéro selon l'information de ladite période précédente ou selon l'information d'une pluralité de périodes précédentes.

4. Moteur à combustion interne (1) selon l'une quelconque des revendications précédentes, dans lequel le contrôleur de couple de charge (6,7) comporte un détecteur de variation de vitesse de rotation (20,21,25,26) apte à détecter les variations de vitesse de rotation du vilebrequin, une unité de calcul arithmétique (6b) qui calcule une valeur de commande du couple de charge pour ladite machinerie auxiliare d'après les variations de la vitesse du vilebrequin obtenues par ledit détecteur (20,21,25,26), une unité à mémoire (6c, 6d) apte à emmagasiner des informations de valeurs de commande calculées par ladite unité de calcul arithmétique (6b), ainsi qu'une unité de commande du couple de charge (7) qui restitue les informations de l'unité de mémoire et commande le couple de charge absorbé par ladite machinerie auxiliare.

5. Moteur à combustion interne (1) selon l'une quelconque des revendications précédentes, dans lequel ladite machinerie auxiliaire comprend un générateur de courant électrique (5), le couple de charge étant commandé de manière à augmenter en faisant accroître le courant de sortie dudit générateur ou de manière à diminuer en restreignant le courant de sortie dudit générateur, afin de rendre ledit différentiel de couple égal à zéro.

6. Moteur à combustion interne (1) selon la revendication 4, dans lequel ledit détecteur de variation de la vitesse de rotation comprend une pluralité de détecteurs ponctuels d'accélération (20,21,25,26) sur un plan horizontal qui inclut la ligne centrale du vilebrequin du moteur.

Ansprüche

1. Verbrennungskraftmaschine (1) mit einem Hauptleistungsübertragungssystem und einem Hilfsaggregat-Antriebsübertragungssystem, das ein Lastdrehmoment aufnimmt, wobei die Maschine (1) mit einem Drehmomentregler (6, 7) versehen ist;
   dadurch gekennzeichnet, daß:
   der Regler (6, 7) derart ausgebildet ist, daß ein Differenzdrehmoment, das der Differenz zwischen einem von der Maschine (1) erzeugten augenblicklichen Drehmoment und einem aus mindestens einem vorhergehenden Takt erhaltenen Durchschnittsdrehmoment entspricht, bestimmt wird um eine Differenzdrehmomentinformation als Drehzahlabweichung bei jedem Motortakt bereitzustellen, wobei die Differenzdrehmomentinformation als Differenz (△ Vx) zwischen einer augenblicklichen Drehzahl (Vx) bei jedem Kurbelwinkel und einer Durchschnittsdrehzahl (Vx) über dem mindestens einen vorhergehenden Motortakt erhalten wird, und das Lastdrehmoment derart geregelt wird, daß das Differenzdrehmoment gegen Null geht.

2. Verbrennungskraftmaschine (1) nach Anspruch 1, wobei das Durchschnittsdrehmoment aus den Daten einer Mehrzahl vorheriger Motortakte erhalten wird.

3. Verbrennungskraftmaschine (1) nach Anspruch 1 oder 2, wobei die Verbrennungskraftmaschine (1) eine Mehrzylindermaschine ist, die Drehmomentabweichung während eines Motortaktes bei allen Zylindern gleich ist und die Drehmomentabweichung jedes Zylinders in einem Intervall Mit konstanter Phase erfolgt, wobei dieses Intervallals ein Zeitraum einer Gesamtdrehmomentabweichung der Drehmomentabweichungen aller Zylinder angesehen wird, und der Drehmomentregler (6, 7) das Lastdrehmoment der Hilfsaggregate so regelt, daß das Differenzdrehmoment gemäß der Information des einen vorhergehenden Zeitraums oder der Information einer Mehrzahl vorheriger Zeiträume gegen Null geht.

4. Verbrennungskraftmaschine (1) nach einem der vorhergehenden Ansprüche, wobei der Drehmomentregler (6, 7) einen Drehzahlabweichungssensor (20, 21, 25, 26) für die Erfassung der Drehzahlabweichung der Kurbelwelle, eine Recheneinheit (6b), die einen Lastdrehmoment-Regelwert für die Hilfsaggregate aus einer vom Sensor (20, 21, 25, 26) erfaßten Kurbelwellen-Drehzahlabweichung errechnet, eine Speichereinheit (6c, 6d) für die Speicherung einer von der Recheneinheit (6b) errechneten Regelwertinformation und eine Lastdrehmoment-Regeleinheit (7) umfaßt, welche die Information aus der Speichereinheit holt und das von den Hilfsaggregaten aufgenommene Lastdrehmoment regelt.

5. Verbrennungskraftmaschine (1) nach einem der vorhergehenden Ansprüche, wobei die Hilfsaggregate einen elektrischen Generator (5) umfassen, und das Lastdrehmoment geregelt wird, um durch Erhöhung des Generatorausgangsstroms zuzunehmen oder durch Verminderung des Generatorausgangsstroms abzunehmen, damit das Differenzdrehmoment gegen Null geht.

6. Verbrennungskraftmaschine (1) nach Anspruch 4, wobei der Drebzahlabweichungssensor mehrere Beschleunigungsaufnehmer (20, 21, 25, 26) in einer horizontalen Ebene aufweist, die die Mittellinie der Motorkurbelwelle umfaßt.

Drawing